Gas-engine.



Lligssgw.

GAS ENGiNE.

4 SHEETS-SHEET 1.

1. JESSEN.

GAS ENGINE.

Arms/Um FILED MARA 21. 19m.

Patented Dec. 16,1919.

4 SHEETS-SHEET 2.

MTA/5555.

In." Yam l. l-ESSEN.

@As [ausm:

L MPLICUON FILED MAR. 2i\; i915- Fafgented Deo.' 16, 1919.

wim/555m 1. JESSEN.

GAS ENGINE.

' Awucmlou man MAR. 2x. 191s. LSQ. Patented Dec.1( ,1919. 4 SHEETS-SHEET 4.

. v 73 ,W5 5. 9 l u 80 MMM.

` JAMES JESSN, F MINNEAPOLIS,

i detailed description line V-r--V of 'UNITED sfr 1 MCNULTY, or

MINNESOTA, ASSIGNOR OF ONE-HALF T0 JMIIES MINNEAPOLIS, MINNESOTA.

GAS-ENGINE.

Application filed March 21, 1916.

v To all whom it may concern lBe it known that I, JAMES JEssnN'," a citizen of the United States, residing at Minneapolis, in the county of Hennepin and State 'of Minnesota, have invented certain new and useful Improvements in Gas-Engines, of which the following is a specification.

My invention relates to gas engines for carbureting air and delivering said carbureted air to the explosion chambersl of the engine.

It is the object of my invention to provide in connection with a gas engine, preferably of the two-cycle type and having a pair of cylinders, means which, in coperation with the carbureter or primary air mixing device, will thereafter cause fuel and air coming from said carbureter to be alternately and repeatedly discharged into passageways or chambers which are alternately in vacuum and under compres sion and which are heated by the circulating medium of the cooling` system of the engine,

'It is a further object of my invention to provide in combination with the .means for so controlling the carbureted mixture, means for inject-ing air under pressure into the explosion chamber at the time .ofand following exhaust to force the burnt gases out of thechamber and replace the same with fresh air, into which the above referred to carbureted mixture will be injected at a proper point in the cycle of operations.

The full objects and advantages of my invention will appear in connection with the thereof and are particularly pointed out in the claims.

In the drawings illustratii'ig the application of my invention in one form,-

Figure 1 isi a sectional elevation through one .of the explosion cylinders, at right angles to the crank shaft. Fig. 2 is a sectional elevation on line 2-2 of Fig. 1. Fig. 3 is a sectional plan view in the planes represented by lines a-a and .QJ-a of Fig. 1 and along the irregular line a--z of Fig. 2. Fig. 4 is a sectional plan View taken inthe planes of the lines y-y and of Fig. 1 and along the line. y-m is a sectional elevation taken on .the line W-V of Fig.' 1 showing .the ca-rbureter. Fig. 6 is a sectional planview taken on the the mixture of of Fig. 2. Fig.

is a plan'secy specification of Leners Patent. yatend p80', 16, page Serial No. 85.572.

tional View of a portion of the device taken on line N-N of Fig.

Asi illustrated, a-pair of engine cylinders 10 and 11 of a well-known typek have operative therein. pistons 12 and 13 which -are connected by crank rods 14 and 15 with a crank shaft 16. Immediately at the rear of cylinders 10 and 11 are other cylinders 17 and 1S which have therein compoiind pistons having upper portions 19 and 2O and lower portions 21 tions being separated by central partitions 23 and 24C, which partitions are formed with tubular openings 25 and 26 Within which slide tubular members 27, 28 secured to piston portions '19 and 20, respectively, and opening at their bottoms into chambers l0 and 22, the respective por- W it and 30 formed between the piston portionA and 1lv and `the upper portion .of the cyl inders 17 and 18 are mclosed 1n an outerv which discharges e water-jacket casing 37 through an enlarged pipe The cylinders l0 and with a multiplicity of municate with the outside. air behind a 38 at the top:

flanged lip 40 which is odsetand cast downwardly fromthe cylinder wall, the ports 39 being .just above the opening into the crank case which is thus always kept at atmospheric pressure. The pistons 12 and 13 alternately. open and close the set of ports 39 in the different cylinders so that one or the other of such sets is always open. Each of the pistons 1Q and 13' is also provided with a port 41 back of a flange lip @e2 cast upwardly from the inner wall of said pistons, and having a function which will be hereina:` xr pointed out.

The cylindersl and 11, as clearly shown at the left of Fig. Ll, are each provided with a multiplicity of exhaust ports 43 dischars; ing into a, single exhaust passageway lst anr't a series of inlet. ports 45 which disc-ha. vi into downwardly extending passageway 21 and Q'Z-with 11 are each provided ports 39 which een or 47 that opens through an enlarged port 48 into chamber 29 or 30 immediately below the stationary partition 23 or 24. A second series, of inlet ports 49 formed in connection with passageways 50, preferably directed upwardly toward the spark4 will open .just .before the opening of inletports 45, when air compressed in chamber 29, or 30, will be forced into the combustion chamber, being-deiected upwardly by a lip 52 on the piston head, so that such air will replace the gases of combustion in the combustion chamber. From an inspection of Fig. 1 it will be seen that the compound 'piston form of sections 19 and 21 or 2O and 22 Amove concurrently with the power pistons but considerably in advance thereof,

so that the outward movement of the compound valve pistons is considerably advanced when the inward or expansion stroke of the power piston is'nearing completion.

This movement brings the port opening of passageway. 53 'communicating with the interior 54 of tubular member 27 into oommunica-tion"y with" port passageway 50 just after the opening of ports 45 and until after the closing of said ports.

Air will thus be `forced from chamber 29 y (or 30) into the explosion cylinder not only through ports 45.1but through the ports 49 higher up in thecylinder and during the compresslon stroke ofthe power piston.

The construction of the compound valve pistons heretofore referred to is such that chambers 55 and 56 are formed above partitions 23 and 24. The chambers on opposite sides of these partitions alternately become suction .and compression chambers and these chambersl are connected as shown in Fig. 2, the upper chamber 55 of one cylinder being connected with th'e lower chamber 30 of the other cylinder by a passageway 57 and the upper chamber 56 being connected with the lower chamber 29 by a similar passageway 58` (indicated in dotted lines). From this arrangement it will be seen that (hiring the down stroke of compound piston 19-21 and the concurrent upstroke of compound piston p20- 22. the connected chambers 29 and 56 arein vacuum or in suction and the connected chambers 55 and 30 are compression chambers; and that the reverse condition will be true with the reverse movement of thevpistons, but chamber 29 isopen to atmosphere through port 48, passageway 46, cylinder inlet ports 45, piston port 41 and cylinder ports 39,- by which means air is supplied to both suction chambers as well as to the crank case and is caused to pass through and beneath the power piston, thereby withdrawing heat from such parts and heating the air to be injected into the cylinder, the piston being rovided with a ribbed under surface as indicated at 59 in Fig. 1. 1

A most important. feature of my present invention consists in the manner in which fuel is mixed and supplied tothe explosion cylinders after the same havebeen charged 80 with air as hereinbefore pointed out. The fuel oils employed in connection with internal combustion lengines areof varying characters as regards the 'point at which such oils give off or dist1l h drocarbon gases. The relatively volatile oi s, like gasolene, give olf these gases more readily at ordinary temperatures `and at lower temperatures than the heavy oils, such as kerosene; but it is true of all fuel oils that they comprise in fact a mixture of the hydrocarbon products having different points of distillation. In all primary carbureters, therefore, as now employed therev is a tendency for some heavier and less volatile particles of the fuel oil to/be carried along in an ungasiled condition through the carbureter and manifold andinto the explosion chamber of the engine, This results in an imperfect explosive mixture, imperfect combustion and consequent waste of fuel oil. A carbureting system which. makes practicablegthe formation of all of the hydrocarbons of any ,given fuel oil which may be employed into true gases 105 which v become thoroughly intermingled with the air to form the explosion mixture, is in the highest' degree desirable in producing the greatest possible efficiency of an internal combustion engine. The method 110 and means employed by me in carbureting the fuel oil and supplying the same to the explosion cylinder effect the above indicated result. 4 Referring to Figs. v5 fuel feeding mechanism 60 having therein a .float-controlled, needle valve mechanism 61 is provided which may be of any wellknown formof construction at present used in so-called carbureters. The member 60 120 is preferably secured integrally with a casing section 64 having a downwardly-curved air passageway 65 communicating-with an air passageway 62 which extends across the top of the casing inside of the water-jacket, 125 as clearly shown in Figs. 1, 2 and 5, and connects with an air-inlet opening 63 outside of said casing. The air passing through passageway 62 immediately above the explosion cylinders-10 and 11 is thus pre- '130 and 6, a primary 115.

30 permit greater or less opening of valve 74,

I 40 gage lugs 97 on cate at their upper ends through portslllO,

isaaaee 3' heated before passing into the curved pas- 111 with the interior of cylinders 17 and sageway 65 and tends to heat the body oi? 18 at a point nearer the inner or compresfuel oil 66 in member 60 which is in contact sion end ot said cylinder than ports 108, with the lower curved wall of passageway 109, as clearly shown in Fig. 2. The ports 65. A duct 67 opens into passageway 65 108 and 110 in cylinder 17 are controlled by 70 Yat a point well above the lower curved piston 19 in said cylinder, while the ports floor 680i such passageway. Duct 67 is 109, 111 in cylinder 18 are controlledb controlled by a needle valve 69 which in piston 20 in said cylinder 18. Having re turn may be regulated in any desired inanerence toFig. 2, wherein piston 19 is movner through an attached head 70. Any ing downwardly on its suction stroke and 75 overflow of fuel oil fnom duct 67 will thus piston 20 upwardly on its compression tend to accumulate in the lower curved porstroke, if it be assumed that these pistons tion 68 of passageway 65. Passageway' have reversed their. movement and are ap-v 65 connects through a port 71 with a-horiproachingthe same plane,^the one in comzontal passageway 72 extending to a cylinpression and the other in suction, it will be 80 drical valve casing 73, as best shown inv apparent that at one point the port 110 Figs. 3, 5 and 6. The port 71 is normally opening into lche chamber 81 above piston held closed by a spring-held check valve 119, and port 111 opening into the chamber 74 which may move against the pressure df 82 above piston 20, will be simultaneously spring 75 a requisite distance, indicated at opened, when the compressed gas in one- 85 7 6 in Fig. 5, to permit the desired amount chamber, say chamber 81, will pass through of carbureted gas to enter the passageway port 110, passageway 102, chamber 104, pas-- 72. The amount of movement of the valve sagewa-y 103 and port 111 into eXpansion indicated at 76 is controlled by a plug 77, chamber 82, or vice versa. That is, the which has a spiral thread 78 in its seat and gas in the two chambers will be caused to 90 which is adapted to be rotated by a segmen pass through the heated passageways above 79 on a pivoted lever 80 controlled by a referred to and be subjected to a change connection not shown. In this manner the of condition from compression in chamber lower end of plug 77 is raised or lowered to 81 to vacuum in chamber 82 after port 110 has been closed by continued inward move- 95 and the charge going to the engine, as herement of piston 19'. Cont'nued downward inafter appears, will thus be regulated. movement of piston 20 wi l, of course, in-

` Within the casing 7 3 is a cylindrical valve crease this vacuum until said piston has unmember 90 which has a closed cap 91 with covered port 109. Air will then pass a stem 92 projecting upwardly therefrom through port 63, passageway 6 into a socket 93 formed in a cap 94 secured passageway 65, check-valve-controlled port so as to close the top of the casing 73. A 71, passageways 72, 99, 101 and 107 and sleeve 95 surrounds the cap 94 and has through port 109 into the vacuum chamber therein a spiral groove 96 adapted to en- 82 above piston 20. Whether or not a su the sides of the pin 92. The cient amount of such carbureted air passes 105 sleeve may be rotated by connections with to reduce the vacuum in the chamber to at: an arm 98. by which `means the member 91 mosphere, or, expressed in other terms, t` e may be quickly raised from its normal lowamenait of carbureted air up to that maxiered position, shown in Fig. 5, to a lifted mum which is permitted to flow, will be osition for a purpose hereinafter to be determined by the extent oi. opening of valve 110 pointed out. Within the member 90 vis a 74 permitted by the adpistme'nt'of member central passageway 99 which cur-vesto one 77. When the engine is running at maxiside below cap 91, as indicated at 100,' and muni capacity' and such valve is permitted forms a union with passageway 72. In ad- 'fully to open, the chamber 82 will be filled I dition to the central passageway 99 the memso as to reduce ber-90 isprovided with three other passage- Any variation of this amount down to the ways 101, 102 and .103, as best shown in Fig. smallest possible quantity which may be 3. All of these passageways 99,101, 102 and permitted to pass by minimum movement o 103 discharge at their lower ends into a valve 74 may be eected by theqthrotthng common chamber 104 which is closed at the control .of said valve mem er u. 120

bottom by a removable screw plug 105 1t is to be noted that the air after it passes threaded into the valve member 90. The the Jfuel admission duct 67 and becomes passageway 4101 communicates through a charged with the hydrocarbon vapprs n iust l'port 106 with a horizontal passageway 107 pass vertically through passageway 99 into between .cylinders 17 and 18, which lastchamber 104, -and also that the 'mixture 125 named passageway communicates through which is transferred back and forth Jfrom ports 108, -109with the interior ot cylinders chambers 81 and 82 through passageways '17.and18, as clearly shown in Figs. 8, 5 102 and 108 are likewise'caused to pass verand 6. Passageways 102, 103 also communi- A -tically ydownward into the chamber 104.

From this it will be seen that any drops or 13 0 2, carbureting the vacuum to atmosphere.

Qa y 1,393,538@

unvaporized particles of the liquid fuel which may be carried into the apparatus from the primary carbureter will be thrown against the bottom of chamber 104:, which accumulations of such drops will continue to be subjected to the currents of air passing back and forth through the passageways as above defined. Such a construction not only effectively prevents the carrying'of unvaporized particles of liquid fuel into the cylinder and even prevents the precipitation of heavy particles of dirt or grit, but such unvaporized particles of liquid. fuel oil will thereafter be thoroughly vaporized and gasified from the action of the currents of hot gases in the above described passageways and chambers. At the same time the amount of the fresh charge admitted into first one cylinder and then the other, and the consequent amount of charge which is finally forced into the explosion cylinder may be accurately and effectively regulated by the adjustment of valve 74. The'cham-v ber 10a may conveniently and easily be cleaned at any time by withdrawing'meinber 90 and removing the closure cap 105.

As is shown from an inspectioniof Fig. 5,

this is accomplished by merely unscrewing the cap-piece 83 which closes the topx of cylinder 7 3 and forms the support for t 'e members 94 and 95. The entire-valve member 90 may then be withdrawn and closure cap 105 removed and cleaned.

Each of pistons 19 and 20 is provided with a passageway 85 extending downwardly from chambers 81 and 82 and having a port 86 which, at the proper point in the cycle of operations, registers with the opening -into passageways 50, so that the charge under compression in either chamberi` 81 or 82 will be forced through passageway 50 into the. combustion chamber of one or the other of explosion cylinders 10 or 11 and directed by passageway so as to pass im-,

mediately up and across the explosion chamber to spar plug 51. It will be observed from inspection of Fig. 3 that passageway 85 divides adjacent passageway 53, having two branches 87 and 88 which unite below passageway 53 to form the port vor passageway 86, which port, like passageway 53, has an opening large enough to register simultaneously with both upper inlet passag ways 50 communicating with the respective explosion cylinders 10 and 11. ,j

In general as hasalready been pointed out, the device operates in the following manner. Referring to Fig; 2, piston 19 is descending and chamber 81 is in partial vacuum. Continued descent of piston 19 opens port 108, which permits the relatively rich and hot gas from passageway 107 to rush into and fill chamber 81 to the extent permitted by the degree of opening of valve 74. At the same time piston 20 will have moved upward, compressing the gas in chamber 8:2 so as to open port 86 to passageway 50., as indicated in Fig. 1, and the gas in chamber 82, which is more or less highly compressed according to the charge prevlously admitted by valve 7%-, will be driven into the explosion chamber above power piston 13. This charge of gas will increase the compression in explosion chamber 13 over what it would have been had said chamber been filled with an explosive mixture of air and gas at practical atmosphere during exhaust, as is common in the operation of two-cycle engines, land obviously thedegree of this compression will be varied according to the volume of gas which has been permitted to pass the valve 7e by reason of the adjustment of the movement of said valve through piece 77. Continued evolution ofthe crank shafts will reverse tlie movement-of pistons 19 and 29, piston 19starting to ascend and piston 20 Ato descend. Upper movement of power piston 13 will, however, after exhaust, have closed port a9 before downward movement of piston 20 has again opened gas port 86 to inlet ports 50. 'Vacuum' will now be produced in chamber 8:?. and compression of the charge of gas which has passed into chamber 8,1.

When piston 2O uncovers port 111 and thus provides communication between the chamers, the gas under higher pressure in cham-y ies until port 109 isopened by continuous down- -f ward movement of piston 20, whereupon charging of chamber 82 with fresh gas, as hereinbefore pointed out, will talre'place.

The passageway 62 throughwhich the air is delivered to the primary carbureter is highly heated, both by contact with the circulating medium of the cooling system and with the upper walls of the explosion cylinders; and all of the passageways and chambers through which the gas from theprimary carbureter must pass before finally reaching the explosion cylinder are also heated. This gas is subject to the long and tortuous line of travel above described with the vertical downward and upward movei' ments through passageways 99 and lOl and passageways-102 and 103, insuring deposit of liquid particles upon the door and walls of chamber 104 and their subsequent `perfect gasification and mixture with the air. The l.

gas is thereafter alternately subjected to vacuum and compression again before final injection into the air-filled explosion chamber. It is thus possible to treat heavy fuel oils from the carburetor and produce an exceedingly rich carbureted mixture to be injected into the explosion chamber in desired quantities. and a mixture in which the hydrocarbons have become volatilized into true gases.

From an inspection of Fig. 2 it vwill be apparent. that in the ordinary operation of the device the maximum charge which can be compressed will have a volume atuthe common pressure chambers 81 and 82 equivalent to the volume ot said chambers above the inner edge of port 110 or port lll. gas in this charge will, of course, vary as has been heretofore pointed out by the ad- `iustmentA of the throttling inlet `-valve 74, but cannot be greater than the maximum permitted by the adjustment of said valve for maximum opening. lt is, however, possible to increase this charge and to correspondingly increase the compression in the expiosion cylinder by lifting .the valve member 90 through the lever 98 and its con nections. Such lifting has the effect of closing both of the ports 111 and 110, whereby is permitted to flow from chamber 81 to chamber 82, or vice versa, thus giving a maxin'ium charge from chamber 8l or chamber 82 which equals the capacity of such chambers after port 108 or 109 has been fully closed. lt is obvious that a plurality of ports such as 110 or 111 may be provided in series cneabove the other all of which would be controlled by the vertical movement of the valve member 90,'in this manner making it practicable to provide two maximum charges for eacl'. cylinder, and there fore a plurality of degrees of compression within the explosion chambers. @ne of the advantages of this method is that the degree of compression may be varied to adapt the engine to operate upon different fuels, a higher degree of compression being desirable for the' more volatile fuels such as gasolenmand the lower compression for the heavier fuel oils such as kerosene.

The advantages of my invention will be apparent. rlhe 'means used to charge the explosion cylinder with air insure a perfect exhaustfrom said cylinder and the burnt gases will'be replaced by air before any of the combustible is introduced into the cylinder` This perfectly insures against waste of fuel. Furthermore, the manner of carrying air through the interior of the power pistons not only has the doubly desirable eifect of cooling the piston at a point where it tends to become the hottest, due to its distance from the circulating medium of the cooling system, but also heats the air before of the gas in the two' The density of the injection into the explosion chamber so that said air will not be cooler than the rich gas mixture which is thereafter forced into the air filled explosion chamber, and there will be no tendency' to condensation of the gas and a perfect explosive mixture is formed at high temperature whil.' h readily ignites and gives complete combustion and the maximum eliiciency of tle explosion. Furthermore, the fuel mixture, perfectly carbureted by the means hereinbefore described will always be injected at the right moment and with certainty, so that no matter how rapidly the engine may be run, and notwithstanding that because of its two-cycle opera tion there will be twice as many explosions in the cylinder in a cycle of operations as is true of the four-cycle engine, there will, nevertheless, always be ample time thus to eiiect positive and certain charging of the explosion cylinder. Also, the large exhaust area provided 'by the multiplicity of eX- ha`ust ports 43 and extended exhaustmanifold 44, which is subjectedv to the cooling medium on both sides, and the explosive area of the air inlet ports 45 insure removal of burnt gases and charging of the explosive cylinder no matter how rapidly the engine may be running.

I claim:

1.1An internal prising a casing having therein a power cylinder, a deposit chamber and a multiplicity ofpassages some otwhich enter and leave. said deposit chamber so that particles of liquid carried through said passageways will be thrown and will gravitate to -the walls of said deposit chamber, means for causing explosive mixture4 to flow through said passageways and deposit chamber, ports through which a portion of the fuelgases is caused to flow backend forth through combustion engine com-v some of said passageways and the deposit chamber whereby liquid deposit upon the" walls thereof will be gasified, and a port through which a portion ofthe fuel gases is introduced into the power cylinder.

2. An internal combustion engine comprising a casing having therein a pair of power cylinders, a valve chamber fitted with a movable valve, said valve having a central and two side passageways `all opening into a common chamber and said casing being provided with a passageway leading to the central passagewayin the valve and with two compression chambers each having independent port communication with the respective side passageways, means in the compression chambers for controlling the ports and causing fuel gases to'iow into one or the other of said compression cham-l bersthrough one of said side'passageways and for thereafter causing said fuel gases to ilo w from one compression chamber to the other through the'other of said side passages, and means for admitting a portion of said gases from the compression chamber `into its corresponding power cylinder.

3. An internal combustion engine comprising a easing having therein a pair of power cylinders, a valve chamber itted with a movable valve, said valve having a central and two side passageways all opening into a common chamber and said casing being provided with a passageway leading to the central passageway in th'.-y valve and withtwo compression chambers each havingA independentl port communication with the respective side passageways, means in the compression chambers for controlling the ports vand causing fuel, gases to flow into one or the other of i said compression chambers through one of saidside passageways and for thereafter causing said fuel gases to How from one compression chamber to the other through the other of said side passages, means for admitting a portion of said gases from the compression chamber into its corresponding power cylinder', and means to move the valve so lthat the ports from the compression chambers to the second of said side passageways will be closed and the fuel gases will be prevented from passing from one .compression vchamber to the other.

4. An internal combustion engine comprising a casing having therein a power cylinder,

' a 'compression chamber and a passageway leading to the compression chamber, means for drawing fuel gases through said passageway and into the compression chamber,.

means 4for regulating the quantity of such fuel gases drawn through the passageway at each 'stroke of the engine, means for injecting the proportional part ot such regulated quantityof fuel gases from the compression chamber into the power cylinder, and means for positively increasing the volume lof fuel gases injected into the power cylinder 'without changing saidregulating means.

5. An internal combustion engine com-.

p rising a casinghaving therein two power cylinders and pistons, cranks one hundred and eighty degrees apart for saidpower pistons, two air pumps, cranks one hundred and eighty degrees apart for said air pumps and arrranged so that when the power pistons are 'at the end of their stroke the pump pistons are substantially at thecenter of their stroke, and vice versa, and passsageways bearranged so that when the power pistons are at the end of their stroke the pump pistons are substantially at the center of their stroke, and vice versa, and passsageways between said power cylinders and said pumps for simultaneously delivering air from both of said pumps to a power cylinder during and after exhaust therefrom.

7. An internal combustion engine -comprising a easing having therein two power cylinders and pistons, cranks one hundred and eighty degrees apartfor said power pistons, two air pumps, cranks one hundred and eighty degrees apart for said air pumps and arranged so that when the power pistons are at the end of their stroke the pump pistons are substantially at the center of their stroke, and vice versa, passageways between said power cylinders and said pumps for simultaneously delivering air from both of said pumps to a power cylinder during exhaust therefrom, means for carburetingl air from liquid fuel, and means thereafter operative to force said carbureted air into said power cylinders during the compression stroke.

8. An internal combustion ,f engine coinprising a casing having therein a pair of power cylinders, means for delivering air -to said cylinders during exhaust therefrom,

means'for carbureting air from liquid fuel, a air of gas compression cylinders and va ve pistons therein, said pistonshworking in opposite directions to uncover ports connccted to a common Vinlet passageway at one end of their stroke, passageway'sfthrough which gas isv delivered to said power cylinders at the other end ofthe stroke of said valve pistons, a passageway for gas from one" compression cylinder to the other, and means for controlling said passageway.

9. An internal combustion engine coniprising a casing having therein a pair of power cylinders, means for delivering air to said cylinders during exhaust therefrom, means vfor carbureting air from liquid fuel` a pair of gas compression cylinders and valve pistons thereimsaid pistons working in opposite directions to uncover ports connected to a common inlet passageway at one vend of their stroke, passageways through which gas is delivered to said power cylinders at the other end of the stroke of said valve pistons, a `passageway connecting said compression cylinders, and avalve in said passageway controlling the How of-gas 'between said compression cylinders. "1 10. An internal combustion engine 'coinprising a casing having therein a power cylinder, a piston in said'cylinder, an independ-v ent air pump, and means for compelling the air supply to 'said air pump to pass under the top of the piston for cooling the san'ic.`

.11. An internal combustion engine comprising a. casing having therein a power cylinder.l a piston in said cylinder, an independent air pump,means for compelling the supply to said air pump to pass through the piston for cooling the same, and means for scavenging the power cylinder with the air which has passed through said piston. i

12. An internal combustion engine comprising a combustion cylinder, a poi-tuin said cylinder, in said cylinder, said piston being. closed at' the combustion end, an air port in ,the wall of saidpiston, an inwardly .projecting in! closure for said air port having its open end extending toward the combustion end oi said cylinder, and an independent air pump for drawing air throu h said port.

13 An internal com ustion engine comprising a'power cylinder, a piston working in said cylinder, two gas pumps, a pistonl working in each of said 'gas pumps, a passageway connecting corresponding ends of said gas pumps, ports controlled by said pistons at different points in their strokes and connected to said passageway, a valve con-y trolling some of said ports and controllingthe gas passing through-the passageway, a crankshaft for operating said gas pistons one hundred eig and means for passing gas through said pas; sageway and injecting a controlled amount of gas into the power cylinder.

14. An internal combustion engine comprising a pair of power cylinders, a piston in each of said cylinders, a pair of air pump cylinders, pistons working therein, a 'pair of pump cylinders, a double acting piston in eachof said pump cylinders Jfor pump- -ing air at one end and gas at the other, and a crank shaftl for operating each of said pairs of pistons one hundred and eighty. degrees apart, the double-acting pistons of the pump cylinders coperating with the air pump pistons to force air into rst one and then the other of said power cylinders.

15. A two-cycle internal combustion engine comprising an explosion cylinder and a compression cylinder, admission ports to A said explosionwc'yiinders communicating with said compression cylinder, a valve piston in said compression cylinder, means for supplying air at one side of said valve piston and explosive mixture gas at the other side of said valve piston, said valve piston opening and closing said admission ports, and means for operating said valve` piston ior independently injecting the air and explosive mixture separately into the cylinder through the admission ports.

i 16. A two-cycle'internal combustion en- 60 gine comprising an' explosion cylinder and a compression cylinder, admission ports to said explosion cylinders communicating with. said compression cylinder, a valve pis- .ton in said compressioncylinder, means for 65 supplying air at one side of said valve pisa hollow power piston working .i

ty (180) degrees apart,

sets of admission ports.

chamber, a valve piston in the compression;

ses '2' ton and explosive mixture gas at the other side of-said valve piston, said valve piston opening and closing said admission ports, means for operating said valve piston for independently injecting the" air and eXplo sive mixture separately into the cylinder through the admission ports, and means Jfor heating the air and the explosive gas before forcing them into the cylinder. t 111A two-cycle internal combustion engine cpmprising an explosion cylinder and a compression cylinder, admission ports to said explosion cylinders communicating with said compression cylinder, a valve pis# ton riirsaid compression cylinder, means for supplying air at one side of said valve piston and explosive mixture gas at the other side of said valve piston, said valve piston opening and closing said admission ports, means for operating said valve piston for independently injecting the air and explosive mixture separately into the explosion cylinder through the admission ports, a hollow piston in said cylinder, and means for heating the air before it-goes into said compres- 90 sion cylinder by causing the same to 4pass beneath and through said hollow piston. 18. A two-cycle internal combustion engine comprising a compression chamber and a cylinder with two sets of admission portsl communicating with said compression chambei', a yalve piston in the compression chamber haying a passageway adapted to lconimunicate with one of said admission ports during a portion of the stroke of said valve piston, means ior supplying air to said com pression chamber and means to operate said A valve piston whereby. said air is forced into the cylinder by the piston through both said 19. A two-cycle internal combustion en: gine comprising a compression' chamber and a power cylinder with two sets of admission ports communicating with said compression chamber having a passageway adapted to communicate with one of said admission ports during a portion of the stroke of said valvepiston, a hollow power piston in the cylinder, and means to operate the pistons 116 to cause air to pass beneath and through the power piston and into the compression chamber and to be forced from. the compression chamber by the valve piston into th'bcsylinder through both sets of admission 12o po 20. An internal combustion engine comprising a power cylinder and a piston operating in said cylinder, an air-pump cylinder and a gas-puinp cylinder and a piston operating in each of said cylinders, a power crankshaft connected to the power piston. apump crankshaft connected to the pump pistons, said pistpns arranged so that when the power piston is at the end of its stroke,

the pump pistons are substantially at the center of their stroke, and vice versa, inlet and outlet ports controlled by the power piston, and inlet ports from the gas-pump .5 cylinder to the power cylinder substantially midway of the stroke of the piston in the power cylinder and controlled jointly by the power piston andthe gas-pump piston, said gas pump pistons closing said passageways during the power stroke of said power pistons.

2l. An internal combustion engine comprising a, power cylinder and a piston operating in said cylinder, an air-pump cyli5 iuder and a gas-pump cylinder and a piston operating in each of said cylinders, a power crankshaft connected to the power piston, a pump crankshaft connected to the pump pistons, said pistons arranged so that when the power piston is at the end of its stroke, the pump pistons are substantially at the center ci their stroke, and Vice Versapinlet and outlet ports controlled by the power piston, and inlet ports from the gas-pump cylinder to the power cylinder substantially midway of the stroke of the piston in the power cylinder and controlled jointly by theJ power piston and the gas-pump piston, said ports being uncovered by the power so piston near the center of its expansion stroke'and held closed by the pump piston at the end of its suction stroke.

An internal combustion engine coniprising a power cylinder and a piston operating in said cylinder7 an air-pump cylinu der and a gas-pump cylinder and a piston operating in each ol said cylinders, a power crankshaft connected to the' power piston, a pump crankshaft connected to the et pump pistons7 said pistonsarranged so that when the-power piston is at the end of its stroke, the pump pistons are substantially at the center oi their stroke, and Vice versa, inlet and outlet ports controlled by the as power piston, and inlet ports from the gaspuinp cylinder to the power cylinder substantially midway of the stroke of the piston in the power cylinder and controlled jointly by the power piston and the gas- 5o pump piston, said ports being closed by the power piston near the center of its com'- Leccese pression stroke and opened by the pump piston at the end of its compression stroke.

23. An internal combustion engine comprising a power cylinder and a piston opcrating in said cylinder, an air-pump cylinistons are substantially# power piston, air and gasinlet ports to thepower cylinder jointly controlled by the.

power piston and the pump piston so that air is admitted to the power cylinder at the end of the stroke of the power piston and gas is admitted to the power cylinder at the end of the stroke of the pump piston, and inlet ports from the gas-pump cylinder to the power cylinder substantially midway of the stroke of the piston in the power cylinder and controlled jointly piston and the gas-pump piston.

24. An internal combustion engine comprisingtwo power cylinders,a piston in each of said cylinders working in opposite directions to each other, two air pump cylinders, a piston in each of said cylinders for pumping air to Said power cylinders and by the power soy 1 workinpr in opposite directions to eachother f and timed so that said last-mentioned istons are at the end of their stroke when the power pistons are at the center of their stroke, two gas-pump cylinders, pistons workingf therein conjointly withthe air- 'pump pistons, each of said gas pistons admitting gas to the gas-pump cylinders at the.

end of one stroke and admitting 'gas to a power cylinder at the end of the succeeding stroke, a passageway for gas from one gaspump cylinder to the other, and means for- 

